IT202100015386A1 - TURBOMACHINES AND PLANETARY GEAR SETS WITH LUBRICATION CHANNELS - Google Patents

Description

DESCRIPTION

of the patent for industrial invention entitled: ?TURBOMACHINES AND UNITS WITH PLANETARY GEARS WITH LUBRICATION CHANNELS?

FIELD

This object? relating generally to turbomachinery including gear units and, in particular, to particular gear unit arrangements for certain turbomachinery configurations.

CONFIRMATION OF GOVERNMENT SUPPORT

The project leading to this application received funding from the Clean Sky 2 Joint Undertaking (JU) under grant agreement No. 945541. The JU receives support from the European Union's Horizon 2020 research and innovation program and from Clean Sky 2 JU members other than the Union.

BACKGROUND

The gearboxes used in modern aircraft engines require continuous lubrication for power transmission. Gearbox space limitations present a challenge techniques relating to the supply and/or collection of lubricating fluid. Therefore, there ? the need? of gear units that provide improved lubrication fluid distribution and/or collection systems, including improvements that may reduce the radial and/or axial clearance of gearboxes and lubrication systems and/or otherwise provide improved lubrication fluids inside the gearbox.

SHORT DESCRIPTION

Aspects and advantages of the invention will be set forth in part in the following description, or will become apparent from the description, or may be learned through practice of the technology disclosed in the description.

Various turbomachinery engines and gear units are disclosed herein, including various lubrication supply and/or collection systems and gear unit related methods.

For example, in one embodiment, a gear assembly for use with a turbomachinery engine comprises a sun gear, a plurality of of planetary gear countershafts, each of the shafts supporting a first stage planetary gear and a second stage planetary gear and a ring gear, the sun gear rotating about a longitudinal centerline of the gearset; and a lubrication system comprising a plurality? of lubrication fluid supply lines. The plurality? of planetary gear countershafts includes, in each shaft, an internal passage which extends between a rear side of the countershaft and a front side of the countershaft and the plurality? of supply lines of lubrication fluid includes one or more? countershaft feed lines extending through respective passages of the inner passages of the planetary gear countershafts.

These and other features, aspects and advantages of the present disclosure will be better understood by referring to the following description and the appended claims. The accompanying drawings, which are incorporated into and form a part of this disclosure, illustrate embodiments of the disclosed technology and, together with the disclosure, serve to explain the principles of the disclosure.

BRIEF DESCRIPTION OF THE DRAWINGS

A complete and enabling disclosure of the present invention addressed to one of ordinary skill in the art is set forth in the description, which refers to the accompanying figures, in which:

figure 1 ? a schematic illustration in cross section of an exemplary embodiment of an open rotor propulsion system;

figure 2 ? a schematic illustration in cross section of an exemplary embodiment of a ducted propulsion system;

figure 3 ? a schematic illustration of an exemplary gear train;

figure 4 ? a cross-sectional view of an exemplary planetary gear countershaft;

figure 5 ? a schematic illustration of an exemplary planetary gear countershaft with first and second stage planetary gears;

figure 6 ? a schematic illustration of an exemplary lubrication fluid supply system for a gearbox;

figure 7 ? a schematic illustration of a portion of the exemplary lubrication fluid supply system shown in Fig. 6 ; the figure 8 ? a schematic illustration of an exemplary lubrication fluid supply system for a gearbox;

Figs. 9A, 9B and 9C are cross-sectional views of the gearbox shown in Fig. 8 ;

figure 10 ? a schematic illustration of an exemplary lubrication collection system for a gearbox;

figure 11 ? a schematic illustration of an exemplary gearbox;

figure 12 ? a cross-sectional view of the exemplary gearbox shown in Fig. 11 , showing an exemplary lubrication collection system.

DETAILED DESCRIPTION

Will it be done? I now refer in detail to embodiments of the invention, one or more examples of which are illustrated in the drawings. Each example ? provided as an explanation of the invention, not a limitation on the invention. In fact, it will turn out clear to experts in the art that ? It is possible to make various modifications and variations to the present invention without departing from the scope or spirit of the invention. For example, features illustrated or described as part of one embodiment may be used with another embodiment to bring about a yet further embodiment. Thus, it is understood that the present invention covers such modifications and variations which are within the scope of the appended claims and their equivalents.

The term "exemplary" is used herein to mean "serving as an example, instance, or illustration." Any implementation described herein as "exemplary" is not necessarily intended to be preferred or advantageous over other implementations.

As used herein, the terms "first", "second" and "third" may be used interchangeably to distinguish one component from another and are not intended to indicate a location or importance of individual components.

The terms "front" and "rear" refer to relative positions within a gas turbine engine or vehicle and refer to the normal operating state of the gas turbine engine or vehicle. For example, relatively to a gas turbine engine, front refers to the most? close to an entrance to the engine and rear refers to a position pi? near a nozzle or engine exhaust.

The terms "upstream" and "downstream" refer to the relative direction with respect to fluid flow in a fluid path. For example, "upstream" refers to the direction from which the fluid flows and "downstream" refers to the direction in which the fluid flows.

The terms "mated", "attached", "attached to" and the like refer to both direct coupling, attachment or attachment and indirect coupling, attachment or attachment through one or more elements. intermediate components or intermediate characteristics, unless otherwise specified herein.

The singular forms "a/one/a" and "the/he/the" include plural references unless the context clearly indicates otherwise.

An approximation language, as used herein throughout the specification and in the claims, is applied to modify any quantity statement which could permissible vary without causing a change of the basis function to which ? related. Consequently, a value modified by a term or terms, such as "approximately", "approximately", and "substantially" need not be limited to the precise specified value. In at least some cases, the approximation language can correspond to the accuracy of an instrument for measuring value or the accuracy of methods or machines for building or manufacturing the components and/or systems. For example, the approximation language can? indicate that it falls within a margin of 1, 2, 4, 10, 15 or 20 percent.

Herein and throughout the description and claims, range limitations are combined and interchanged, such ranges are identified and include all sub-ranges contained therein unless the context or language indicates otherwise. For example, all ranges disclosed herein include endpoints and the endpoints are independently combinable with each other.

Referring now to the drawings, FIG. 1 is an exemplary embodiment of a motor 100 including a gear set 102 in accordance with aspects of the present disclosure. The motor 100 includes a fan assembly 104 driven by a central motor 106. In various embodiments, the central motor 106 is a Brayton cycle system configured to drive the fan assembly 104. The central motor 106 is protected, at least in part, by an outer casing 114. The fan assembly 104 includes a plurality of of fan blades 108. A group of blades 110 extends from the outer casing 114. The group of blades 110 which includes a plurality of blades of palettes 112 ? positioned in an operative arrangement with the impeller blades 108 to provide thrust, control a thrust vector, suppress or redirect unwanted acoustic noise, and/or otherwise desirably alter a flow of air relative to the impeller blades 108. In some forms In one embodiment, impeller assembly 104 includes between three (3) and twenty (20) impeller blades 108. In particular embodiments, impeller assembly 104 includes between ten (10) and sixteen (16) impeller blades 108 In certain embodiments, the impeller assembly 104 includes twelve (12) impeller blades 108. In certain embodiments, the impeller assembly 110 includes a quantity of blades 112 equal to or less than the fan blades 108.

In some embodiments, the speed? of tip of blade of fan in a condition of flight of cruise pu? be 650 to 900 fps, or 700 to 800 fps. A fan pressure ratio (FPR) for fan assembly 104 can be be 1.04 to 1.10, or in some embodiments 1.05 to 1.08, as measured along the fan blades at a cruise flight condition.

In certain embodiments, such as as shown in FIG. 1, the vane assembly 110 is positioned downstream or rearward of the fan assembly 104. Also, it will be appreciated? that in some embodiments, the vane group 110 can be positioned upstream or forward of fan assembly 104. In still various embodiments, motor 100 may be positioned upstream or forward of fan assembly 104. include a first vane set forward of impeller assembly 104 and a second vane set rearward of impeller assembly 104. be configured to desirably adjust a step at one or more? of the fan blades 108, for example to control a thrust vector, dampen or redirect noise, and/or alter a thrust output. The group of pallets 110 can? be configured to desirably adjust the pitch at one or more? vanes 112, thereby controlling a thrust vector, damping or redirecting noise, and/or altering thrust output. The pitch control mechanisms at either or both of the fan assembly 104 or the blade assembly 110 may interact to produce one or more desired effects described above.

The central engine 106 ? generally enclosed in an outer shell 114 which defines a maximum diameter. In certain embodiments, the motor 100 includes a length from one end to the longitudinally front 116 to a? extremity? longitudinally rearward 118. In various embodiments, the engine 100 defines a ratio of length (L) to maximum diameter (Dmax) that provides reduced installed aerodynamic drag. In one embodiment L/Dmax ? at least 2. In another embodiment L/Dmax ? at least 2.5. In some embodiments, L/Dmax ? less than 5, less than 4, and less than 3. In various embodiments, it should be appreciated that L/Dmax ? for a single ductless rotor motor.

The installed reduced aerodynamic drag can? also provide improved efficiency, as well as? improved specific fuel consumption. In addition, or alternatively, the reduced aerodynamic drag can? provide engine and aircraft operation at cruising altitude at or above Mach 0.5. In certain embodiments, L/Dmax, the impeller assembly 104 and/or the vane assembly 110, separately or together, configure, at least in part, the motor 100 because do you work at a speed? operational at maximum cruising altitude between approximately Mach 0.55 and approximately Mach 0.85.

Referring again to Fig. 1 , the central motor 106 extends in a radial direction R relative to a motor axis centerline 120. The gear set 102 receives power or torque from the central motor 106 via a power input source 122 and provides power or torque to drive the fan assembly 104, in a circumferential direction C about the engine axis centerline 120, through a power output source 124.

In certain embodiments, as shown in FIG. 1, the motor 100 is a system of production thrust not intubated, in such a way that the plurality? of fan blades 108 is not protected by a nacelle or fan casing. Therefore, in various embodiments, the engine 100 can be configured as an unprotected turbofan engine, an open rotor engine, or a propfan engine. In particular embodiments, the engine 100 ? a single ductless rotor motor which includes a single row of fan blades 108. The motor 100 configured as an open rotor motor includes the fan assembly 104 having large diameter fan blades 108, so what can? be suitable for ratios to bypass high speed? cruising speeds (e.g. comparable to turbofan powered aircraft or generally cruising speeds faster than turboprop powered aircraft), high cruising altitude (e.g. comparable to turbofan powered aircraft or in general at cruising speeds higher than an aircraft with turboprop engines) and/or speeds? relatively low rotations. The cruising altitude? generally an altitude at which an aircraft stabilizes after ascent and before descent in an approach flight phase. In various embodiments, the engine is applied to a vehicle with a cruising altitude up to approximately 65,000 feet. In certain embodiments, the cruising altitude is ? between approximately 28,000 feet and approximately 45,000 feet. In still certain embodiments, cruising altitude is expressed in flight levels (FL) based on standard air pressure at sea level, at which a cruising flight condition is ? between FL280 and FL650. In another embodiment, the cruise flight condition is between FL280 and FL450. In still certain embodiments, the cruising altitude is defined based on at least one barometric pressure, where the cruising altitude is ? between approximately 4.85 psia and approximately 0.82 psia based on sea level pressure of approximately 14.70 psia and sea level temperature of approximately 59 degrees Fahrenheit. In another embodiment, the cruising altitude is ? between approximately 4.85 psia and approximately 2.14 psia. Will you appreciate it? that in certain embodiments, the pressure-defined cruising altitude ranges may be adjusted based on a different reference sea level pressure and/or sea level temperature.

Although shown above as an unshielded or open rotor motor in Figure 1, it will be appreciated that the gear assemblies described herein may be applied to enclosed or ducted engines, partially ducted engines, rear fan engines, or other turbomachinery configurations, including those for marine, industrial, or aero-propulsion systems. In addition, the gear assemblies disclosed herein may also be applicable to turbofan, turboprop or turboshaft engines.

For example, figure 2 ? a schematic cross-sectional illustration of an exemplary embodiment of an engine 200 that includes gear assembly 202 in combination with a ducted fan propulsion system. However, unlike the open rotor configuration of FIG. 2 , impeller assembly 204 and associated impeller blades 208 are contained within an annular impeller shroud 230 and blade assembly 210 and vanes 212 extend radially between the impeller shroud 232 and the inner surface of the impeller shroud 230. As discussed above, the gear assemblies described herein can provide increased gear ratios for a fixed gear case (e.g., with the ring gear of equal size ) or, alternatively, pu? a smaller diameter ring gear may be used to obtain the same gear ratios.

As shown in FIG. 2, the central motor 206 is generally enclosed in the outer casing 214 and has a length which extends from one end longitudinally front 216 to a? extremity? longitudinally rear 218. The central engine example (for a ducted or non-ducted engine) can? include a compressor section 240, a heat adding system 242 (e.g., a combustor), and an expansion section 244 together in a serial flow arrangement. The central motor 206 extends circumferentially with respect to a motor centerline axis 220. The central motor 206 includes a high speed spool. which includes a high-speed compressor? and a high-speed turbine? rotatably operatively coupled together by a high speed shaft. The 232 heat addition system ? positioned between the high-speed compressor? and the high-speed turbine. Various embodiments of the heat adding system 232 include a combustion section. The combustion section pu? be configured as a deflagration burning section, a rotary detonation burning section, a pulsed detonating burning section, or other suitable heat addition system. The 232 heat addition system can be configured as one or more? between a rich burn system or a lean burn system or combinations thereof. In still various embodiments, the heat addition system 232 includes an annular combustor, a cylinder combustor, an annular combustor with cylinders, a trapped vortex combustor (TVC), or other appropriate combustion systems or their combinations.

The central engine 206 pu? also include a booster compressor or a low speed compressor? positioned in flow relationship with the high speed compressor. The low speed compressor? ? coupled rotatably to the low-speed turbine? through a tree at low speed? 246 to allow the turbine to low speed? to operate the compressor at low speed?. The shaft at low speed? 246 ? It is also operatively connected to a gear assembly 202 for providing power to fan assembly 204 through power input source 222, how will it be? further described herein.

It should be appreciated that the terms ?low? it's tall? or their respective comparative degrees (e.g., ?pi? -?, where applicable), when used for a compressor, turbine, shaft or coil component, each refer to speed? related to? inside an engine, unless otherwise specified. For example, a ?low turbine? or a ?turbine at low speed?? defines a component configured to operate at a speed? rotational, such as, for example, a speed? rotational speed allowed, less than a ?turbine high? or ?high-speed turbine?? at the engine. Alternatively, unless otherwise specified, the terms mentioned above can be understood in their superlative degree. For example, a ?low turbine? or ?a turbine at low speed?? can? refer to the turbine speed? maximum rotational pi? low inside a section of the turbine, a ?compressor low? or ?compressor at low speed?? can? refer to the turbine speed? maximum rotational pi? inside a compressor section, a ?turbine high? or ?high-speed turbine?? can? refer to the turbine speed? maximum rotational pi? inside the turbine section and a ?high compressor? or ?high speed compressor?? can? refer to the compressor speed? maximum rotational pi? high within the compressor section. Similarly, the low speed coil? does it refer to a speed? less maximum rotational than the high speed reel. Will you appreciate it? moreover that the terms ?low? or ?high? in such contexts mentioned above can in addition, or alternatively, be understood as relating to speed? minimum allowed or speed? minimum or maximum allowable relative to normal, desired, steady state, etc., operation of the engine.

As discussed in more detail below, the central motor includes the gear train which is configured to transfer power from the expansion section and reduce a speed? rotational output at the fan assembly versus a low speed turbine. Embodiments of the gear units shown and described herein allow suitable gear ratios for large diameter non-ducted fans (e.g., Figure 1) or certain turbofans (e.g., Figure 2). Additionally, embodiments of the gear assemblies provided herein may be suitable within the radial or diameter constraints of the central motor within the outer casing.

The gear assemblies disclosed herein include a set of gears for decreasing speed. rotational of the fan group with respect to the low-speed turbine? (pressure). In operation, the rotating fan blades are driven by the low-speed turbine. (pressure) by a gear assembly, such that the fan blades rotate about the engine axis centerline and generate thrust to drive the engine, and thus an aircraft on which it is? mounted, in the forward direction.

Figures 1 and 2 illustrate what can? be called a ?wannabe? (?puller?), in which the fan group ? located in front of the engine core. Other configurations are possible and contemplated as being within the scope of this disclosure, such as one that can be called an embodiment with configuration ?blower? (?pusher?), where the engine core ? located in front of the fan assembly. The selection between ?blower? or ?wannabe? can? be performed in conjunction with the selection of mounting orientations with respect to the intended aircraft application structure and some may be structurally or operationally advantageous depending on whether the mounting location and orientation are wing-mounted, fuselage-mounted or tail mounted.

In the exemplary embodiment of FIG. 1, air enters the central motor 106 through an opening behind the fan blades. Figure 2 illustrates this opening in greater detail. As shown in Figure 2, the air A entering the fan assembly is divided between the air entering central motor A1 and the air bypassing central motor A2.

The embodiments of the gear units shown and described herein can provide gear ratios and gear arrangements that match the L/Dmax constraints of the engine. In certain embodiments, the gear units shown and described allow for gear ratios and gear arrangements that provide a higher speed. rotational group of the fan corresponding to one or more? intervals of cruising altitude and/or speed? of cruising previously provided.

Various embodiments of the gear units provided herein can provide gear ratios up to 14:1. Still various embodiments of the gear unit may permit gear ratios of at least 6:1. Still further gear unit embodiments provided herein allow for gear ratios between 6:1 and 12:1, between 7:1 and 11:1, and between 8:1 and 10:1. It should be appreciated that gear train embodiments provided herein may allow for high gear ratios and within constraints such as, but not limited to, length (L) of the motor 10, maximum diameter (Dmax) of the motor, cruising altitude up to 65,000 feet and/or speed? cruising operations down to Mach 0.85 or combinations thereof.

Various exemplary gear assemblies are shown and described herein. These gear sets may be used with any of the exemplary motors and/or any other suitable motor, so such gear sets may be desirable. In this way, it will be appreciated that the gear units disclosed herein can generally be used with an engine having a rotary member with a plurality of of rotor blades and a turbomachine having a turbine and a shaft rotatable with the turbine. With this engine, the? rotating element (for example, the group of fans) can? be driven by the shaft (for example, the low speed shaft) of the turbomachine via the gear unit.

Figure 3 shows an exemplary gear set 302 with a symmetrical compound arrangement. The gear set 302 includes a sun gear 304 with a diameter Ds, a plurality of of first stage satellite gears 306 with a diameter Dp1, a plurality? of second stage planet gears 308 with a diameter Dp2 and a ring gear 310 with a diameter Dr. Each of the sun gear 304, the planet gears 306, 308 and the ring gear 310 are double helical gears with a first and a second set of helix teeth inclined at an acute angle to each other. In particular, a sun gear 304 comprises a first sun gear set 312 and a second sun gear set 314. Each of the first stage planet gears comprises a first planet gear set 316 and a second planet gear set 318 and each between the second stage planetary gears includes a third set of planetary gears 320 and a fourth set of planetary gears 322. The ring gear 310 includes a first set of ring gears 324 and a second set of ring gears 326. The ring gear shown in the figure 3 includes two half? with a connecting flange portion.

The compound planetary gears 306, 308 are supported by a countershaft 330 which has a tubular configuration. As used herein, "tubular" means a longitudinally extending structure which is at least partially hollow to define an internal passage 331 as shown in Fig. 4 . The tubular countershaft 330 can? comprise an inner surface 333. The tubular countershaft 330 also supports and/or carries the first and second stage planetary gears on its outer surface as shown in FIGS. 3 and 4.

The tubular secondary shaft can? comprise an intermediate portion 332 which supports the first stage planetary gears 306 between two outer portions 334. As shown in FIG. 4 (and elsewhere), a first stage planetary gear diameter Dp1 can be greater than a second stage planetary gear diameter Dp2. In some embodiments, a Dp1:Dp2 ratio can range from 1.0 to 2.0, or in some embodiments from 1.2 to 1.7, or from 1.3 to 1.6, or from 1.4 to 1.5.

Due to the difference in diameter between the first and second stage planetary gears, the 330 tubular countershaft can? vary similarly to support these gears. Thus, as shown in Figure 4, the intermediate portion 332 has a larger diameter than the outer portions 334, with angled portions of the countershaft extending between the intermediate portion 332 and the outer portions 334.

In some embodiments, the secondary shaft 330 can understand a plurality of holes 338 for evacuating the lubricating oil inside the gear unit.

As shown in Figure 4, the plurality? of holes 338 pu? extend circumferentially around the secondary shaft 330 at the intermediate portion 332 (for example, the enlarged portion) between a first and a second outer portion 334.

Figure 5 illustrates a planet carrier 328 with a single compound planet gear (306, 308) provided therein for clarity. Countershafts 330 extend through openings 337 in the front and rear sides of satellite carrier 328. in figure 5 ? only one planetary gear shown, only one countershaft 330 is shown. However, it should be understood that each opening 337 will include a respective secondary shaft 330. In some embodiments, the satellite carrier can? be connected to the engine frame through a flexible support system, the flexible support system being configured to collect oil and evacuate oil through bores at a lower portion.

In the embodiment shown in FIG. 3, the gear unit 302 is a configuration of star gears in which the satellite holder ? generally fixed (ie, static) within the engine with respect to a support structure. The 304 sun gear? driven by an input shaft (for example, a low speed shaft). A 328 satellite gear carrier? rotatably coupled to a countershaft of compound planet gears 306, 308 and ring gear 310 ? configured to rotate about the longitudinal engine axis centerline in a circumferential direction, which in turn drives the power output source (e.g., fan shaft) that is? coupled to and configured to rotate with the ring gear to drive the fan assembly. In this embodiment, the shaft at low speed? rotates in a circumferential direction that ? the opposite direction to the direction in which the fan shaft rotates.

In some embodiments, the split gear ratio between the first and second stages can be range from 40% to 60% for each stage (that is, 40% to 60% for the first stage and 60% to 40% for the second stage).

As discussed above, in some embodiments, sun gear 304, planet gears 306, 308, and ring gear 310 may be double helix gears with first and second sets of helix teeth inclined at an acute angle l ' with respect to each other.

Referring again to FIG. 3, ring gear 310 is coupled to a fan drive shaft 340 for driving a fan section. The 304 sun gear? coupled to an input power source (e.g., input shaft 342). In some embodiments, the input shaft can? be integrally formed with the sun gear. The double helix meshes of the planetary gears axially balance the load on the four gear sets (in phase) of each compound planetary gear. The second stage of the 308 satellite gears can? be supported by two rows of cylindrical roller bearings 344 at the planetary bore. In addition, the fan drive shaft 340 can? be supported by tapered roller bearings 350 which support the fan drive shaft in an axially compact manner. In some embodiments, the roller bearings may be formed from ceramic material. In some embodiments, as shown in Fig. 3 , an inner support member of both sets of roller bearings 344 can be a single solid element.

As shown in Fig. 6 , the countershafts 330 disclosed herein can provide the added benefit of improved lubrication distribution. As discussed above, the countershafts 330 are tubular structures that define internal passages 331. The internal passages 331 can facilitate lubrication distribution by allowing lubrication fluid supply lines 352 to pass through the countershaft 330. As shown in the figure 6, to deliver lubricating fluid (e.g., oil) to flow from a remote location (e.g., an oil tank) through one or more lubrication fluid supply lines 352 extending through countershaft 330.

The lubrication fluid can flow into the countershaft (as shown by arrow 354) through the countershaft (arrow 356) and out the other side of the countershaft (arrow 358) into a main manifold 360. From the main manifold 360, the lubricating fluid can? be a first lubrication distribution system 362 configured to distribute lubrication fluid to a sun gear meshing region in which the sun gear 304 is configured to contact the 306 first stage planetary gears. The 362 first lubrication distribution system can? understand a plurality of spray bars which distribute lubrication fluid to the sun gear meshing region.

The lubrication fluid? also addressed through a plurality? of lubrication channels 363 within planetary carrier 328. As shown in FIG. 6, the lubrication fluid ? directed from the main manifold 360 through the lubrication channels (in the direction shown by the arrow 364) to the ring gear meshing region where the front second stage planetary gear 308 engages the ring gear 310. A second timing system nozzle 366 (e.g., one or more spray bars) directs lubrication fluid at the ring gear meshing region of front second stage planetary gear 308.

The lubrication fluid? also routed from main manifold 360 to a second stage manifold 368, which routes lubricating fluid (in the direction shown by arrow 370) through one or more? lubrication channels 363 in the planetary carrier to the ring gear meshing region where rear second stage planetary gear 308 engages ring gear 310. A third lubrication distribution system 372 (e.g., one or more rods spray pattern) directs the lubricating fluid at the ring gear meshing region of the rear second stage planetary gear 308.

As shown in figure 6, the lubrication fluid can be poured into the countershaft to supply the lubrication fluid to the under-race channels of the countershaft bearings 344. In particular, the roller bearings 344 can be lubricated by directing the lubrication fluid poured into the countershaft secondary (for example, through one or more openings 361 in the lubrication fluid supply line 352 which passes through the secondary shaft) which, in turn, is routed under the inner track and forced outward through a plurality? of holes in the inner track.

The internal passage 331 pu? vary according to the structural and/or functional requirements of the secondary shaft. In some embodiments, for example, the internal passage may have a 335 diameter which varies along the length of the countershaft. Figure 4 shows an exemplary embodiment in which a first portion of the countershaft (e.g., an intermediate portion 332) has a larger diameter 335 than a second portion of the countershaft (e.g., outer portions 334).

A manifold, as used herein, refers to any structure that holds a volume of lubricating fluid. Manifolds 360, 368 disclosed herein may be formed to any shape and/or volume suitable for facilitating the distribution of lubrication fluid in the systems disclosed herein. Similarly, the lubrication fluid supply lines disclosed herein may be formed to any suitable size and/or shape (e.g., straight, curved, etc.). As discussed above, lubrication fluid supply lines may extend to one or more remote locations for lubricating fluid access, such as a gearbox sump or other lubricating fluid reservoir. In the embodiment shown in Fig. 6 , the lubrication fluid supply lines also pass through one or more of the lubricating fluid supply lines. engine mounts 374.

In some embodiments, the lubrication fluid directed through the countershafts 330 may also be routed to other locations. For example, an oil transfer bearing for a pitch control mechanism can be provided on a front side of the gear unit and gear/pitch control oil supply lines may be supplied through the static satellite carrier, as schematically shown by arrow 376.

Figure 7 illustrates a front view of a portion of the system shown in Figure 6 . As shown in Figure 7 , the lubricating fluid is addressed through one or more? supply lines 352, through an internal passage 331 of an output shaft 330 to a forward side of the output shaft 330. The lubrication fluid is further directed to a main manifold 360 and then to lubrication distribution systems 362, 366, 372 The lubrication fluid directed to the ring gear meshing region is directed through one or more? lubrication channels 363 in the planet carrier 328. For example, as shown in Fig. 6 , for each countershaft 330, at least two lubrication channels 363 are provided in the planet carrier 328 (one forward, one rear) to supply the second and the third lubrication distribution system 366, 372.

Figure 8 illustrates the distribution of lubrication fluid to different gear meshing regions of the system. As shown in Fig. 8 , the lubrication fluid is delivered through lubrication fluid supply lines 352 which pass through the countershaft 330 to a main manifold 360 for distribution to various gear meshes. For example, as described elsewhere, the lubrication fluid can? be distributed to the first lubrication distribution system 362 at the sun gear meshing region where the sun gear 304 is located. configured to contact the 306 first stage planetary gears. Is the lubricating fluid ? also addressed through a plurality? of lubrication channels 363 within planetary carrier 328. As shown in FIG. 8, the lubrication fluid ? routed from main manifold 360 through oil channels 363 to a second oil distribution system 366 at the ring gear meshing region where front second stage planetary gear 308 engages ring gear 310.

Figure 9A ? is a cross-sectional view of Fig. 8 showing the passage of the lubrication fluid supply lines 352 through the internal passage 331 of the countershaft 330. As shown in Fig. 9B , the lubrication fluid can be poured into the countershaft 330 through the port(s) 361 into the lubrication fluid supply lines 352 to supply lubrication fluid to the under-track channels of the countershaft bearings 344.

Figure 9B ? a cross-sectional view of Fig. 8 showing an exemplary path of lubrication fluid from the main manifold 360 to the first lubrication distribution system 362 at the sun gear meshing region where the sun gear 304 is a cross-sectional view of Fig. 8 . configured to contact first stage planetary gears 306.

Figure 9C ? another cross-sectional view of Fig. 8 showing an exemplary lubrication path from the main manifold 360 through the lubrication channels 363 to the second lubrication system and the third distribution system 366, 372 at the ring gear region ring gear in which the front and rear second stage planetary gears 308 engage ring gear 310.

Figure 10 ? directed to an evacuation system which collects and redistributes the lubrication fluid to an evacuation orifice of the lubrication system. The 310 ring gear can? understand a plurality of radial drainage holes 378 at a radius pi? ring gear 310. As the ring gear rotates rapidly, the lubricating fluid within the ring gear 310 is forced to the inner walls of the ring gear and is directed to the radial drain holes 378 as shown by arrows 380. In addition, one or more openings 382 between the front and rear first stage planetary gears allow lubrication fluid from under-race bearings 344 to be directed to the inner walls of the ring gear, and, in turn, to the plurality of of radial drain holes 378 as shown by arrow 384.

As shown in FIG. 10 , the static support structure 386 of the satellite carrier 328 surrounds at least a portion of the ring gear 310 and may direct lubrication fluid from ring gear drain holes 378 to a main manifold area 387 as shown by arrow 388. In addition, the static support structure 386 may understand one or more gutter windows 390 spaced from the main header area to accommodate pitch and roll trim conditions. Therefore, during cruising flight conditions, most of the lubrication fluid can be routed to the main header area below a main opening 392 in static support structure 387, while pitch and roll attitude conditions may cause an amount greater amount of lubrication fluid (compared to cruise flight conditions) is directed towards one or more? gutter windows not centered 390.

Angled cup walls 394 may extend along and below the static support structure 386 to collect and direct lubrication fluid to the main manifold element area as shown by arrow 396. In addition to the lubrication fluid from the gearbox, the lubrication fluid coming from other components can? bypass the gutter windows 390 of the static support structure of the satellite carrier as shown by arrows 389 and may be addressed by the effect of gravity? towards the main header area. In addition, the static support structure with gutter windows provides protection for other lubricating fluid streams, thus protecting the flow of lubricating fluid. the sump walls 394 from rapidly rotating gears and lubrication distribution systems.

During operation, all of the lubricating fluid from the gearbox is directed to the static support structure and its drain windows 390 and/or main port 292. This lubricating fluid, together with the lubricating fluid coming from other engine components, are guided downward to the main manifold by gravity, before finally reaching an evacuation orifice 400. In some embodiments, the evacuation orifice may also be integrated within the engine mount 402 as shown in Figure 10.

Fig. 11 shows a side view of an exemplary planetary gear system and Fig. 12 illustrates a cross-sectional view of the gear system taken along line 12--12. Figure 12 illustrates an exemplary location of lubrication fluid and the direction of flow of the lubrication fluid within the system. As shown in figure 12, the lubrication fluid ? delivered to the meshing region of sun gear 402 wherein sun gear 304 is configured to come into contact with the first stage 306 satellite gears, and the lubrication fluid ? routed through the ring gear drainage holes and through the main opening 392 in the static support structure 386 to a main header area 387 as shown by arrows 388. The angled cup walls 394 extend along and below of static support structure 386 to collect and direct lubrication fluid to the main manifold element area as shown by arrow 396. As discussed above, lubrication fluid from other components may bypass the openings of the static support structure as shown by arrows 398, and be directed by gravity? towards the main header area.

Accordingly, in some embodiments, the lubrication fluid collection system described herein provides a three-level evacuation configuration. First, the lubricating fluid is expelled radially through a series of radial drain holes at the longest radius. outside of the rapidly rotating ring gear. Second, the static planet carrier mount frame provides a circumferential gully that serves as the first collector element for the expelled lubricating fluid, dramatically reducing the kinetic energy of the lubricating fluid. Third, the static frame of the satellite carrier mount? characterized by a plurality of dedicated gutter windows to allow for gravity drainage? towards a main collector element which is obtained from the sump walls and which collects the oil of the entire sump towards the evacuation orifice. Consequently, there will be a significant improvement on the abatement of the fluid dynamic effects associated with the quantity? of motion of the lubrication fluid that rotates quickly, which can? improve the efficiency of the evacuation system.

In addition, the integration between the evacuation system and the static support of the satellite carrier reduces and/or eliminates the need for? of any additional static parts for the collector element. In other words, the satellite carrier itself can? function as an oil drain, reducing the weight and cost of the system. The gutter windows are also configured to cope with the full range of flight (including pitch and roll attitude conditions), thus providing a smoother and more stable flight experience. a capacity? of complete evacuation in all operating conditions. There? can? reduce the risk of additional windward drift losses associated with oil bubbling and foaming by keeping the gearbox operating at its rated value throughout its operation. As a secondary function, the intermediate drain also serves as protection for additional oil paths from other components into the sump. Therefore, although the planet carrier drain collects oil from the gearbox only, the sump collector element collects all of the oil from the sump, thus optimizing efficiency. oil flow management and evacuation efficiency. The evacuation orifice can? also be integrated within the engine mount, saving a significant amount? of radial space and keeping the entire evacuation system considerably compact with respect to the radial casing of the gearbox. As a result of integration with the static planetary carrier structure, the evacuation system has little or no impact on the gearbox assembly sequence.

This written description uses examples to disclose the invention, including best practices, and also to enable any person skilled in the art to practice the invention, including making and using any device or system, and performing any method. incorporated. The scope of patentable protection of the invention ? defined by the claims and pu? include other examples that will occur to those skilled in the art. Such other examples are intended to fall within the scope of the claims if they include structural elements which do not deviate from the literal language of the claims or if they include equivalent structural elements with negligible differences from the literal languages of the claims.

Further aspects of the invention are provided by the subject matter of the following clauses:

A turbomachinery engine (100, 200) comprising a fan assembly (104, 204) comprising a plurality of of fan blades (108, 208); a central motor (106, 206) including a turbine and an input shaft (122, 222) rotatable with the turbine; a gear unit (102, 202, 302) which receives the input shaft (122, 222) at a first speed? and drives an output shaft (124, 224) coupled to the fan assembly (104, 204) at a second speed?, the second speed? being less than the first speed, the gear unit (102, 202, 302) comprising a sun gear (304), a plurality of of planetary gear countershafts (330), each of the shafts supporting a first stage planetary gear (306) and a second stage planetary gear (308), and a ring gear (310), the sun gear rotating about a longitudinal centerline (120, 220, 330) of the gear unit; and a lubrication system comprising a plurality? of supply lines of lubrication fluid (352), in which the plurality? of planetary gear countershafts includes, in each shaft, an internal passage (331) extending between a rear side of the countershaft and a front side of the countershaft, and the plurality? of supply lines of lubrication fluid includes one or more? countershaft feed lines (353) extending through respective passages of the inner passages (331) of the planetary gear countershafts (330).

2. Turbomachinery engine according to clause 1, further comprising one or more openings (361) along a length of one or more? countershaft feed lines (353) for directing fluid from within the countershaft feed lines to the internal passage of the planetary gear countershaft (330).

3. A turbomachinery engine according to any of the preceding clauses, further comprising a planetary carrier (328) which includes a plurality of of lubrication channels (363) that receive one or more? of the lubrication fluid supply lines (353).

4. A turbomachine engine according to clause 3, wherein the planet carrier (328) comprises a front portion and a rear portion, and the front and rear portions both comprise one or more? lubrication channels.

5. Turbomachinery engine according to clause 4, in which one or more Lubrication fluid supply lines (353) which are received in the plurality of lubrication channels (363) are in fluid communication with a first lubrication fluid distribution system (366) which directs the lubrication fluid to a front ring gear meshing region and a second lubrication fluid distribution system (372) which directs the lubrication fluid to a front ring gear meshing region.

6. A turbomachine according to any one of the preceding clauses, further comprising a main lubrication fluid manifold in fluid communication with a third lubrication distribution system (362) at a sun gear meshing region.

7. Turbomachinery according to any of the clauses 5 and 6, in which one or more? between the first lube system, the second lube system and the third lube system include spray bars.

8. A turbomachine according to any one of the preceding clauses, wherein the first stage planetary gear (306) comprises a front first stage planetary gear and a rear first stage planetary gear and further comprises one or more planetary gears. apertures between the front and rear first stage planetary gears for evacuating oil from within the inner passage (331) of the plurality of planetary gear secondary shafts (330).

9. Turbomachine according to any of the preceding clauses, in which the ring gear comprises a plurality of radial drain holes between a rear side and a front side of the ring gear (310).

10. A turbomachine according to any one of the preceding clauses, wherein the planet carrier comprises an axially extending portion extending about at least a portion of the ring gear (310), wherein the axially extending portion comprises one or more? drains (390, 392) which direct lubrication fluid to a main manifold element area (387).

11. Turbomachinery according to clause 10, in which one or more? drains include a main drain located at an axial center of the ring gear (310) and one or more? axially staggered drains.

A turbomachinery engine according to any of the preceding clauses, wherein the sun gear (304), first stage and second stage planetary gears (306, 308), and ring gear (310) comprise double helical gears.

A turbomachinery engine according to any of the preceding clauses, wherein the ring gear (310) comprises a first set of ring gears (324) which meshes with the third set of gears (320) and a second set of ring gears (326 ) which meshes with the fourth gear set (322).

14. Turbomachinery according to any of the preceding clauses, wherein a gear unit transmission ratio varies from 6:1 to 14:1, from 6:1 to 12:1, from 7:1 to 11:1 or from 8 :1 to 10:1.

15. Turbomachinery engine according to any of the foregoing clauses, wherein the fan assembly is? a single stage of non-ducted fan blades.

16. A turbomachinery engine according to any of the preceding clauses, wherein the first stage planetary gear has a first diameter and the second stage planetary gear has a second diameter, wherein a ratio of the first diameter to the second diameter ranges from 1.0 to 2.0, 1.2 to 1.7, or 1.3 to 1.6, or 1.4 to 1.5.

17. A turbomachinery engine according to any of the preceding clauses, wherein there are three planetary gear countershafts (330).

18. A gear assembly for use with a turbomachinery engine (100, 200) comprising a sun gear (304), a plurality of of planetary gear countershafts (330), each of the shafts supporting a first stage planetary gear (306) and a second stage planetary gear (308), and a ring gear (310), the sun gear rotating about a longitudinal centerline (120, 220, 330) of the gear unit; a lubrication system comprising a plurality? of supply lines of lubrication fluid (352), in which the plurality? of planetary gear countershafts includes, in each shaft, an internal passage (331) extending between a rear side of the countershaft and a front side of the countershaft, and the plurality? of supply lines of lubrication fluid includes one or more? countershaft feed lines (353) extending through respective passages of the inner passages (331) of the planetary gear countershafts (330).

19. A gear unit according to clause 18, further comprising one or more? openings (361) along a length of one or more? countershaft feed lines (353) for directing fluid from within the countershaft feed lines to the internal passage of the planetary gear countershaft (330).

20. A gear assembly according to any one of clauses 18 or 19, further comprising a planet carrier (328) which includes a plurality of of lubrication channels (363) that receive one or more? of the lubrication fluid supply lines (353).

21. A gear unit according to clause 20, wherein the planet carrier (328) includes a front portion and a rear portion, and the front and rear portions both include one or more gears. lubrication channels.

22. A gear set according to any of clauses 20 or 21, in which one or more Lubrication fluid supply lines (353) which are received in the plurality of lubrication channels (363) are in fluid communication with a first lubrication fluid distribution system (366) which directs the lubrication fluid to a front ring gear meshing region and a second lubrication fluid distribution system (372) which directs the lubrication fluid to a front ring gear meshing region.

23. A gear unit according to any one of clauses 18-22, further comprising a main lubrication fluid manifold in fluid communication with a third lubrication distribution system (362) at a sun gear meshing region.

24. A gear assembly according to any one of clauses 18-23, wherein the first stage planetary gear (306) comprises a front first stage planetary gear and a rear first stage planetary gear and further comprises one or more planetary gears. apertures between the front and rear first stage planetary gears for evacuating oil from within the inner passage (331) of the plurality of planetary gear secondary shafts (330).

25. A gear unit according to any one of clauses 18-24, wherein the ring gear comprises a plurality of of radial drain holes between a rear side and a front side of the ring gear (310).

26. A gear assembly according to any one of clauses 18-25, wherein the planet carrier includes an axially extending portion that extends around at least a portion of the ring gear (310), wherein the axially extending portion includes one or more drains (390, 392) which direct lubrication fluid to a main manifold element area (387).

Claims (10)

A turbomachinery engine (100, 200) comprising: a fan assembly (104, 204) comprising a plurality of of fan blades (108, 208); a central motor (106, 206) including a turbine and an input shaft (122, 222) rotatable with the turbine; a gear unit (102, 202, 302) which receives the input shaft (122, 222) at a first speed? and drives an output shaft (124, 224) coupled to the fan assembly (104, 204) at a second speed?, the second speed? being less than the first speed, the gear unit (102, 202, 302) comprising a sun gear (304), a plurality of of planetary gear countershafts (330), each supporting a first stage planetary gear (306) and a second stage planetary gear (308), and a ring gear (310), the sun gear rotating about a line central longitudinal (120, 220, 330) of the gear unit; And a lubrication system comprising a plurality? of supply lines of lubrication fluid (352), in which the plurality? of planetary gear countershafts includes, in each shaft, an internal passage (331) extending between a rear side of the planetary gear countershaft and a front side of the countershaft, and the plurality of of supply lines of lubrication fluid includes one or more? countershaft feedlines (353) extending through respective internal passages (331) of the planetary gear countershafts (330). 2. A turbomachine engine according to claim 1 further comprising one or more openings (361) along a length of one or more? countershaft feed lines (353) for directing fluid from within the countershaft feed lines to the internal passage of the planetary gear countershaft (330). The turbomachine engine according to any one of the preceding claims, further comprising a planetary carrier (328) which includes a plurality of of lubrication channels (363) that receive one or more? of the lubrication fluid supply lines (353). The turbomachinery engine according to claim 3, wherein the planet carrier (328) comprises a front portion and a rear portion, and the front and rear portions both comprise one or more elements. lubrication channels. 5. Turbomachine engine according to claim 4, wherein one or more Lubrication fluid supply lines (353) which are received in the plurality of lubrication channels (363) are in fluid communication with a first lubrication fluid distribution system (366) which directs the lubrication fluid to a front ring gear meshing region and a second lubrication fluid distribution system (372) which directs the lubrication fluid to a front ring gear meshing region. A turbomachine according to any preceding claim, further comprising a main lubrication fluid manifold in fluid communication with a third lubrication distribution system (362) at a sun gear meshing region. 7. Turbomachine according to any one of claims 5 and 6, wherein one or more? between the first lube system, the second lube system and the third lube system include spray bars. The turbomachine according to any preceding claim, wherein the first stage planetary gear (306) comprises a front first stage planetary gear and a rear first stage planetary gear and further comprises one or more planetary gears. apertures between the front and rear first stage planetary gears for evacuating oil from within the inner passage (331) of the plurality of planetary gear secondary shafts (330). 9. Turbomachine according to any one of the preceding claims, wherein the ring gear comprises a plurality of of radial drain holes between a rear side and a front side of the ring gear (310). The turbomachine according to any preceding claim, wherein the planet carrier comprises an axially extending portion extending around at least a portion of the ring gear (310), wherein the axially extending portion comprises one or more ? drains (390, 392) which direct lubrication fluid to a main manifold element area (387).